CN111954755B - Combustion chamber structure of internal combustion engine - Google Patents

Combustion chamber structure of internal combustion engine Download PDF

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Publication number
CN111954755B
CN111954755B CN201880091132.6A CN201880091132A CN111954755B CN 111954755 B CN111954755 B CN 111954755B CN 201880091132 A CN201880091132 A CN 201880091132A CN 111954755 B CN111954755 B CN 111954755B
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Prior art keywords
combustion chamber
internal combustion
combustion engine
spark plug
tumble flow
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CN201880091132.6A
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CN111954755A (en
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铃木琢磨
白石泰介
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F02B23/101—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on or close to the cylinder centre axis, e.g. with mixture formation using spray guided concepts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F02B23/104—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on a side position of the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F02B23/104—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on a side position of the cylinder
    • F02B23/105—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on a side position of the cylinder the fuel is sprayed directly onto or close to the spark plug
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F02B2023/102—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the spark plug being placed offset the cylinder centre axis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F02B2023/106—Tumble flow, i.e. the axis of rotation of the main charge flow motion is horizontal
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F02B2023/108—Swirl flow, i.e. the axis of rotation of the main charge flow motion is vertical
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/48—Tumble motion in gas movement in cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/242—Arrangement of spark plugs or injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F2001/241—Cylinder heads specially adapted to pent roof shape of the combustion chamber
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Abstract

A combustion chamber of an internal combustion engine is configured to have a recess formed in a pentroof top surface of a cylinder head on an upstream side of a tumble flow with respect to a spark plug.

Description

Combustion chamber structure of internal combustion engine
Technical Field
The present invention relates to a combustion chamber structure of an internal combustion engine.
Background
JP2008-303798A discloses an internal combustion engine in which one of 2 spark plugs is provided at a position where the tumble flow velocity is high, and the other is provided at a position close to the swirl center of the tumble flow, so that ignition can be performed without high ignition energy in the case of performing dilution combustion.
Disclosure of Invention
However, the internal combustion engine described above is not configured based on the tumble characteristic, and the dilution combustion durability is lowered due to fluctuations in the flow speed and flow direction of the tumble flow.
The present invention has been made in view of the above-described problems, and an object thereof is to provide a combustion chamber structure of an internal combustion engine capable of suppressing flow fluctuation of tumble flow.
According to an aspect of the present invention, there is provided a combustion chamber structure of an internal combustion engine, including a recess formed in a pentroof top surface of a cylinder head on an upstream side of a tumble flow with respect to a spark plug.
Drawings
Fig. 1 is a schematic view of a cylinder head of an internal combustion engine according to embodiment 1 of the present invention, as viewed from a combustion chamber side.
Fig. 2 is a schematic sectional view of the combustion chamber along the line II-II in fig. 1.
Fig. 3 is a schematic cross-sectional view of the combustion chamber along the line III-III in fig. 1.
Fig. 4 is a schematic cross-sectional view for explaining the concave portion.
Fig. 5 is a schematic sectional view for explaining the position of the maximum height of the combustion chamber.
Fig. 6 is a schematic cross-sectional view of a combustion chamber of an internal combustion engine according to embodiment 2 of the present invention.
Fig. 7 is a schematic cross-sectional view of a combustion chamber of an internal combustion engine according to embodiment 3 of the present invention.
Detailed Description
< embodiment 1 >
Next, the structure of the combustion chamber 101 of the internal combustion engine 100 according to embodiment 1 of the present invention will be described with reference to the drawings.
Fig. 1 is a schematic view of a cylinder head 30 of an internal combustion engine 100 according to embodiment 1 of the present invention as viewed from a combustion chamber 101 side. Fig. 2 is a schematic sectional view of the combustion chamber 101 along the line II-II in fig. 1. Fig. 3 is a schematic cross-sectional view of the combustion chamber 101 along the line III-III in fig. 1.
As shown in fig. 2, the internal combustion engine 100 includes: a cylinder block 10; a piston 20 provided in a cylinder 11 formed in the cylinder block 10; a cylinder head 30 provided above the cylinder block 10 to close the cylinder 11; and an ignition plug 40 and an injector 50, which are provided to the cylinder head 30. The internal combustion engine 100 may have a single cylinder structure or a multi-cylinder structure.
The cylinder head 30 has a pent roof (roof) top surface 31 constituting an upper surface of the combustion chamber 101. As shown in fig. 1, the single-pitched roof top 31 is composed of the following parts: an intake-side top surface 31a formed with 2 intake ports 32; and an exhaust-side top surface 31b formed with 2 exhaust ports 33. Note that, in fig. 1, intake valves and exhaust valves are not shown.
As shown in fig. 2, a recess 34 that is recessed upward with the top surface 31a as a reference surface (broken line) is formed between the 2 intake ports 32 of the top surface 31 a. In the present embodiment, the injector 50 is provided in the recess 34.
As shown in fig. 3, the spark plugs 40 and the recess 34 are arranged in a direction orthogonal to a cross section along the line III-III in fig. 1. In other words, the direction orthogonal to the section along the line III-III in fig. 1 is a direction parallel to the direction orthogonal to the engine crankshaft and cylinder axis. Note that the injector 50 is not illustrated in fig. 3.
In the present embodiment, the ignition plug 40 is provided slightly closer to the ceiling surface 31b than the center portion of the combustion chamber 101.
When the internal combustion engine 100 is operated, tumble flow is generated in the combustion chamber 101 as indicated by a broken-line arrow in fig. 2. The tumble flow in the present embodiment is a flow (forward tumble flow) of the intake air flowing from the intake port 32 into the combustion chamber 101 in a direction sequentially along the wall surface of the exhaust-side cylinder 11, the top surface of the piston 20, and the wall surface of the intake-side cylinder 11.
As described above, the internal combustion engine 100 has the recess 34 formed in the pent roof top surface 31. Therefore, the tumble flow flowing along the pent roof top surface 31 is collected in the recess 34 and rectified, and the rectified flow is directed toward the ignition plug 40. This stabilizes the flow speed and the flow direction of the tumble flow toward the spark plug 40.
That is, according to the present embodiment, since the fluctuation of the flow of the tumble flow toward the ignition plug 40 can be suppressed, stable ignition and combustion can be achieved even in the case of the lean combustion region or the diluted combustion such as during execution of the egr (exhaust Gas recirculation) control. This improves the combustion durability in the case of the diluted combustion. As a result, fuel consumption is improved, and the generation of substances (NOx) which cause environmental load is also suppressed.
In the present embodiment, since the injector 50 is provided in the recess 34, the recess 34 also functions as a buffer for the fuel sprayed from the injector 50. Therefore, even if the recess 34 is provided in the pent roof top surface 31, the ejector 50 can be easily disposed. Further, the injector 50 may be provided at a position other than the recess 34.
Next, the recess 34 will be described in more detail with reference to fig. 4.
As shown in fig. 4, the recess 34 has an inclined surface 34b inclined from a bottom 34a of the recess 34 toward the plug 40 on the plug 40 side.
Accordingly, the tumble flow collected in the concave portion 34 is regulated to form a flow toward the spark plug 40 along the inclined surface 34 b. Thus, the uniformity of the tumble flow toward the ignition plug 40 is improved.
As indicated by the two-dot chain line extending from the inclined surface 34b, the ignition portion of the spark plug 40 is located on the extension line of the inclined surface 34 b.
Accordingly, the ignition portion is located forward in the flow direction of the rectified tumble flow, and therefore the discharge path formed in the ignition portion can be stably extended.
As indicated by the angle θ, the inclined surface 34b is inclined downward toward the front end side of the spark plug 40 than a surface orthogonal to the axis of the spark plug 40 (hereinafter referred to as an orthogonal surface).
Accordingly, the discharge passage can be suppressed from contacting the upper surface (top surface 31b) of the combustion chamber 101 on the downstream side of the tumble flow with respect to the ignition plug 40, and stable ignition can be achieved.
Next, the position of the maximum height of the combustion chamber 101 will be described with reference to fig. 5.
In the present embodiment, as shown in fig. 5, the position of the maximum height of the combustion chamber 101 is located on the upstream side of the tumble flow with respect to the ignition plug 40. The center of the tumble flow is located on the upstream side of the tumble flow with respect to the ignition plug 40.
The maximum height position of the combustion chamber 101 is located on the upstream side of the tumble flow with respect to the ignition plug 40, so that the tumble center is located on the intake side of the ignition plug 40. When the tumble center is present at a position upstream of the spark plug 40 in the tumble direction, the tumble can be directed downward in the flow direction of the spark plug 40 than the horizontal direction, and the flow rectified by the recess 34 can be directed toward the spark plug 40. Thus, the flow toward the ignition plug 40 can be stabilized.
As described above, the combustion chamber 101 of the present embodiment has the recess 34 formed in the pentroof top 31 of the cylinder head 30 on the upstream side of the tumble flow with respect to the ignition plug 40.
The recess 34 and the ignition plug 40 are arranged in parallel with each other in a direction orthogonal to the engine crankshaft and the cylinder axis.
Accordingly, the tumble flow flowing along the pent roof top surface 31 is collected and rectified in the recess 34, and the rectified flow is directed toward the ignition plug 40. Thus, the flow fluctuation of the tumble flow toward the ignition plug 40 can be suppressed.
In addition, the injector 50 is provided in the recess 34.
Accordingly, the recess 34 functions as a buffer for the fuel sprayed from the injector 50. Therefore, even if the recess 34 is provided in the pent roof top surface 31, the ejector 50 can be easily disposed.
The tumble flow is a flow in which the intake air flowing into the combustion chamber 101 flows in the direction along the wall surface of the exhaust-side cylinder 11, the top surface of the piston 20, and the wall surface of the intake-side cylinder 11 in this order.
In addition, the recess 34 is formed in the intake-side ceiling surface 31a of the pent roof top surface 31.
Accordingly, the tumble flow can be efficiently rectified.
The recess 34 has an inclined surface 34b inclined toward the spark plug 40 on the spark plug 40 side.
Accordingly, the tumble flow collected in the concave portion 34 is adjusted to flow toward the ignition plug 40 along the inclined surface 34b, and therefore the uniformity of the tumble flow toward the ignition plug 40 is improved.
The inclined surface 34b is inclined downward toward the front end side of the spark plug 40 than the perpendicular surface.
Accordingly, the discharge passage can be suppressed from contacting the upper surface (top surface 31b) of the combustion chamber 101 on the downstream side of the tumble flow with respect to the ignition plug 40, and stable ignition can be achieved.
The ignition portion of the spark plug 40 is located on an extension of the inclined surface 34 b.
Accordingly, the ignition portion is located forward in the flow direction of the rectified tumble flow, and therefore the discharge path formed in the ignition portion can be stably extended.
The position of the maximum height of the combustion chamber 101 is located upstream of the tumble flow with respect to the ignition plug 40.
Further, the center of the tumble flow is located on the upstream side of the tumble flow with respect to the ignition plug 40.
The maximum height position of the combustion chamber 101 is located on the upstream side of the tumble flow with respect to the ignition plug 40, and the tumble center is located on the intake side with respect to the ignition plug 40. When the tumble center is located on the upstream side of the tumble from the ignition plug 40, the tumble can be directed downward in the flow direction of the ignition plug 40 than the horizontal direction, and the flow rectified in the recess 34 can be directed toward the ignition plug 40, so that the flow toward the ignition plug 40 can be stabilized.
< embodiment 2 >
Next, the structure of the combustion chamber 201 of the internal combustion engine 200 according to embodiment 2 of the present invention will be described with reference to fig. 6. Fig. 6 is a schematic cross-sectional view of a combustion chamber 201 of an internal combustion engine 200, which corresponds to fig. 2 of embodiment 1. Differences from embodiment 1 will be mainly described below, and the same configuration as embodiment 1 will not be described.
The internal combustion engine 200 includes: a cylinder block 10; a piston 20 provided in a cylinder 11 formed in the cylinder block 10; a cylinder head 60 provided above the cylinder block 10 to close the cylinder 11; and an ignition plug 40 and an injector (not shown) provided to the cylinder head 60.
The cylinder head 60 has a pent roof top 61 constituting an upper surface of the combustion chamber 201. The single-slope roof top surface 61 is composed of the following parts: an intake-side top surface 61a formed with 2 intake ports (not shown); and an exhaust-side top surface 61b formed with 2 exhaust ports (not shown).
Between the 2 intake ports 32 on the top surface 61a, a recess 64 is formed that is recessed upward with the top surface 61a as a reference surface (broken line).
In the present embodiment, the ignition plug 40 is located at the center of the combustion chamber 201 in the radial direction of the cylinder 11.
Therefore, as the structure of the combustion chamber 201 of the internal combustion engine 200, a side direct injector or a port injection system may be adopted.
In addition, as described above, the internal combustion engine 200 has the recess 64 formed in the pent roof top surface 61. Therefore, the tumble flow flowing along the pent roof top surface 61 is collected in the recess 64 and rectified, and the rectified flow is directed toward the ignition plug 40. This stabilizes the flow speed and the flow direction of the tumble flow toward the ignition plug 40.
As described above, according to the structure of the combustion chamber 201 of the present embodiment, the flow fluctuation of the tumble flow toward the ignition plug 40 can be suppressed, and the side direct injection injector or the port injection system can be adopted.
< embodiment 3 >
Next, the structure of the combustion chamber 301 of the internal combustion engine 300 according to embodiment 3 of the present invention will be described with reference to fig. 7. Fig. 7 is a schematic cross-sectional view of a combustion chamber 301 of an internal combustion engine 300, which corresponds to fig. 2 of embodiment 1. Hereinafter, differences from embodiment 1 will be mainly described, and the same configurations as embodiment 1 will not be described.
The internal combustion engine 300 includes: a cylinder block 10; a piston 20 provided in a cylinder 11 formed in the cylinder block 10; a cylinder head 70 provided above the cylinder block 10 to close the cylinder 11; and an ignition plug 40 and an injector (not shown) provided to the cylinder head 70.
The cylinder head 70 has a pent roof top 71 constituting an upper surface of the combustion chamber 301. The single-slope roof top surface 71 is composed of the following parts: an intake-side top surface 71a formed with 2 intake ports (not shown); and an exhaust-side ceiling surface 71b formed with 2 exhaust ports (not shown).
Between the 2 intake ports of the top surface 71a, a recess 74 is formed which is recessed upward with the top surface 71a as a reference surface (broken line).
In the present embodiment, a part of the cross-sectional shape of the recess 74 is constituted by the arc 74 a. The radius of curvature R of the circular arc 74a is set such that the diameter 2R of the circle containing the circular arc 74a is larger than the height H of the combustion chamber 301 in the maximum compression state and smaller than the bore diameter D of the combustion chamber 301. The cross-sectional shape of the recess 74 may be entirely formed of a circular arc.
As the radius of curvature R of the arc 74a and the radius of curvature of the tumble flow are closer to each other, the tumble flow can be rectified while suppressing the pressure loss. Here, the radius of curvature of the tumble flow is in the order of magnitude between H/2 and D/2 from a geometrical point of view.
Therefore, by setting the radius of curvature R of the circular arc 74a such that the diameter 2R of the circle including the circular arc 74a is larger than the height H and smaller than the hole diameter D, the tumble flow can be rectified while suppressing the pressure loss.
As described above, according to the structure of the combustion chamber 301 of the present embodiment, it is possible to suppress pressure loss and suppress flow fluctuation of tumble flow toward the ignition plug 40.
While the embodiments of the present invention have been described above, the above embodiments are merely illustrative of one application example of the present invention, and the technical scope of the present invention is not limited to the specific configurations of the above embodiments.
For example, in the above embodiments, the concave portions 34, 64, 74 are formed on the intake- side top surfaces 31a, 61a, 71 a. However, a recess may be formed on the top surface on the exhaust side on the upstream side of the tumble flow with respect to the ignition plug 40 depending on the position of the ignition plug 40. In this case, the tumble flow flowing along the top surface of the pentroof of the cylinder head can be collected in the recess and rectified, and the effect of directing the rectified flow to the spark plug 40 can be obtained.
The structures of the above embodiments can be appropriately combined and applied.

Claims (9)

1. A combustion chamber structure of an internal combustion engine, wherein,
a recess formed on the top surface of the pentroof of the cylinder head on the upstream side of the tumble flow with respect to the spark plug,
the concave portion is formed by sinking upward on the top surface of the single-pitched roof on the air intake side with the top surface as a reference surface,
the ignition portion of the spark plug is provided on the entire top surface side of the combustion chamber on the exhaust side with respect to the cylinder axis.
2. The combustion chamber configuration of an internal combustion engine according to claim 1,
the tumble flow is a flow in which the intake air flowing into the combustion chamber flows in the direction along the wall surface of the cylinder on the exhaust side, the top surface of the piston, and the wall surface of the cylinder on the intake side in this order.
3. The combustion chamber configuration of an internal combustion engine according to claim 1 or 2,
the recess has an inclined surface inclined toward the spark plug on the spark plug side.
4. The combustion chamber configuration of an internal combustion engine according to claim 3,
the inclined surface is inclined downward toward the tip end side of the spark plug than a surface orthogonal to the axis of the spark plug.
5. The combustion chamber configuration of an internal combustion engine according to claim 3,
the ignition portion of the spark plug is located on an extension of the inclined surface.
6. The combustion chamber configuration of an internal combustion engine according to claim 1 or 2,
the position of the maximum height of the combustion chamber is located on the upstream side of the tumble flow with respect to the ignition plug.
7. The combustion chamber configuration of an internal combustion engine according to claim 6,
the center of the tumble flow is located on the upstream side of the tumble flow with respect to the ignition plug.
8. The combustion chamber configuration of an internal combustion engine according to claim 1 or 2,
the recess and the spark plug are arranged in a direction parallel to a direction orthogonal to an engine crankshaft and the cylinder axis.
9. The combustion chamber configuration of an internal combustion engine according to claim 1 or 2,
at least a part of the shape of a cross section of the recess portion perpendicular to the engine crankshaft is formed of an arc,
the diameter of the circle containing the arc is larger than the height of the combustion chamber in the maximum compression state and smaller than the bore diameter of the combustion chamber.
CN201880091132.6A 2018-04-10 2018-04-10 Combustion chamber structure of internal combustion engine Active CN111954755B (en)

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US20210115841A1 (en) 2021-04-22
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